Download BigStuff3 - GEN3 Engine Torque Management (ETM

BigStuff3 - GEN3
Engine Torque Management (ETM) System
Rev 1.1
Table of Contents
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Section
The System Description
What is Included
What Else is Needed
How to Install the ETM System
How to Configure the ETM System
-Desired Drive Shaft Speed Table
-Drive Shaft Error Table
-Torque Parameters (Six-shooter)
-Misfire Configuration
-Torque Control (enable/disable)
Steps to Launching the Car
The Initial Calibration
Interpreting the Replay Graphs
Page(s)
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2
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4
5
6
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8
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9 - 12
Hyperlink
System_Description
What_the_System_Includes
What_Else_is_Needed
How_to_Install_the_ETM_System
How_to_Configure_the_ETM_System
Desired_Driveshaft_Speed_Table
Driveshaft_Error_Table
Torque_Parameters
Misfire_Configuration
Torque_Control
How_to_Use_the_ETM_System
The_Initial_Calibration
Interpreting_Replay_Graphs
System Description
The GEN3’s ETM system works to control drive shaft speed for an eight (8) second time period using
a patent pending, 32 level torque management control strategy.
What the System Includes and its Capabilities
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An Engine Torque Management Module [not included (not required) with GEN3 coil-on-plug
systems].
The ETM Harness.
Imbedded control software to control engine torque.
The following user defined, system control and configuration tables, located in the main tool bar
under “Torque Management”:
A “Three-Shooter” timing retard control system. This feature helps control engine torque during
the critical period between the vehicle launch, through the one-two gear shift. *Note: May not be
implemented in all firmware. A six-shooter and twelve shooter retard system is available as an
option. Call BigStuff3 for details.
An integrated two-step and optional three-step rev limit controller. The system never misfires the
same cylinder two times consecutively, resulting in more uniform EGT’s and higher boost while
staging.
Extended Data Acquisition “Replay” parameters (described in more detail below) to capture the
following events:
o A Misfire Flag to indicate where in time the ETM system was active (MisFire).
o A Misfire Counter to count the total number of mis-fire events during the eight (8) second
run (MisfireCtr).
o Torque Reduction Stage indicator (TorqRdStg).
o TISS Speed – Displays the desired driveshaft RPM.
o TOSS Speed – Displays the actual driveshaft RPM.
Note: With the ETM functionality the “Replay Mode” is now “Extended Mode”, which means
there are an additional 12 variables/flags that are now part of the Replay for the traction control.
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Rev 1.1
What Else is Needed?
If using a MSD8 CD ignition box, a pullup resistor needs to be installed between the ignition
(+12V) post and Mag + post on the side of the MSD8 ignition box! A minimum of a 900 Ohm
min (to 1K max), .125 Watt min (to 2 Watt max) resistor is needed.
BigStuff3’s ETM system requires, but does not include provisions for sensing driveshaft speed. If you
purchased the GEN3 system with transmission control for the GM 4L60E or 4L80E automatic
transmissions, a driveshaft speed sensor is not required. For all other applications provisions for
detecting the driveshaft speed will need to be made. BigStuff3 offers a driveshaft speed sensor
assembly under part number JMI-007-014 (see photo below) or you can use MSD PN 8159.
BS3 Part # JMI-003 -014
Sensor tip
(threaded)
In addition to the driveshaft speed sensor, a pick-up wheel and sensor mounting bracket are required.
BigStuff3 suggests using Mark Williams’ four (4) magnetic (driveshaft) ring. Link
http://www.markwilliams.com/driveshaftPickups.aspx?CategoryID=266. Note: Make sure all of the
magnets in the magnetic ring are all installed in the SAME direction. A 0.100” air gap between the
sensor and magnetic ring is recommended. A sensor mounting bracket will need to be purchased or
fabricated to mount the sensor.
You’ll also need the 2 way Metric-Pack connector Packard# 12103784 w/terminal PN 12089188.
How to Install the System
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The Bigstuff3 ETM module plugs into the
following MSD ignition modules, where the rev
limit chips plug in.
This module plugs into the
MSD ignition modules,
where the rev limit chips
plug in. The red LED will
illuminate if installed
correctly.
Note: These are the only MSD ignition systems
supported to date by BS3.
o MSD 8
This connector plugs into
the connector in the main
BigStuff3 wire harness
labeled “GM HEI”.
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Rev 1.1
o MSD 7AL-2
o MSD 6AL
o MSD Mag44 points box.
Note: The ETM system, for BigStuff3’s GEN3 coil-on-plug systems (COP), does not
require the ETM module, since all the necessary ETM hardware is resident in the GEN3
ECU.
•
The ETM Harness
“3-Step Enable” wire
Header connector goes
to GEN3 Header
marked ETM
Ground wire
2-way drive shaft
speed sensor
connector
DAE trigger wire
o Connect the harness header connector into the GEN3 module header connector marked
“ETM”.
o Connect the two-way connector labeled “Drive Shaft” to the drive shaft speed sensor (not
supplied with the system). See the “What else is Needed” section above for more details.
Install the 2 way Metri-Pack Packard connector PN 12103784 (w/terminals PN 12089188)
onto the driveshaft sensor and plug it into the ETM harness. If the TOSS trace is erratic
switch the wires!
o Connect the “Ground” wire to the frame near the drive shaft speed sensor along with the
sensor ground.
o Connect the DAE trigger Wire (from ECU header connector Hdr2 Y2) to a 12V switched
source. There must be 12 Volts applied to this wire, for the 2 step and 3 step functions
to work!
o Connect the 2 Step Enable wire (Hdr1 B2) to the footbrake and /or trans-brake depending
upon options. The 2-step and 3-step functions are independent of each other, except that
when the 3-step is engaged (12 Volts applied to the “3-step Enable” wire) the 3-step will
override the 2-step.
o Connect the 3 Step Enable wire (Hdr 2 W1, TSS+) to the trans-brake switch. (If you have
this option). If you have the DAE option, the red turbo shaft speed wire in the DAE harness
(also Hdr 2 W1) is used for the 3-step enable function. 12 Volts must be applied to this
wire (via the trans brake, for example) for the 3 step to work. Also, there must be 12 Volts
applied to the DAE trigger wire, for the 2 step and 3 step functions to work. When 12
Volts is applied to the “3-step Enable” wire, the 3-step will override the 2-step.
o Timer Enable wire - connect to a relay to invert the trans-brake signal (see wiring diagram
below). This wire must have12 Volts applied to it once the trans-brake is released to start
the timers in the ECU.
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Rev 1.1
Use a Bosch style 30 Amp relay (part number 0332201107). Wire as follows:
Pin 1 - Ground
Pin 2 - Trans-brake signal
Pin 3 - +12V
Pin 4 - Timer Enable (Hdr. 1 Pin L2 or 4 way Boost connector pin A)
Relay
Trans Brake Signal
text
Timer Enable
text
Ground
text
+12V
How to Configure the ETM System
The ETM “Torque Management” configuration screens can be accessed from BigComm’s main tool
bar as shown below.
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Rev 1.1
A user defined driveshaft speed is inputted into the GEN3’s “Desired Driveshaft Table”. The eight
second (8) time period is broken up into 80 cells each representing 1/10 of a second. In each of the
eighty (80) cells, the user can define the desired drive shaft speed. The desired driveshaft curve should
be 100- 200 RPM above the “best” driveshaft curve possible. All the usual editing features are
employed (Fill, Interpolate, etc…) in the table as well, but only a row at a time. Remember to hit the
“Enter” key to guarantee the change takes place if changing the cells independently.
User defined, desired
driveshaft speed is
inputted for each time
period, eighty (80)
periods in total.
Time
scale
starting
a zero
seconds
Time scale,
ending at 7.9
seconds.
Once the desired driveshaft speed is defined, the GEN3 ETM system uses a patent pending 32 level
torque management control strategy to ensure the actual driveshaft speed follows the desired driveshaft
curve. A Torque Reduction Stage of thirty one (31) means that all the cylinders are firing. A Torque
Reduction Stage of zero (0) means none of the cylinders are firing.
The difference between the “actual” and “desired” drive shaft speed is called “Driveshaft Error”. A
“Drive Shaft Error” table is also used to define the level of control applied as a function of driveshaft
error. The GEN3 ECU has an eight (8) cell “Driveshaft Error” table for the user to define the torque
reduction stage needed for different degrees of drive shaft error. For example, if the GEN3 ECU
determines (from sensors used in the system) that the driveshaft error is 800 rpm, the ECU will apply a
very aggressive torque reduction stage, lets say a level nine (9). The driveshaft RPM error range in the
table goes from zero (0) RPM error to 896 RPM error. Each cell covers 128 RPM of driveshaft error.
A linear interpolation is used between rpm cells. The GEN3 data acquisition “Replay” system will
provide a graph of the amount of torque management using the variable called TorqRdStg.
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Rev 1.1
Torque Reduction Stage
nine (9) means the GEN3 ECU will apply a
very aggressive timing control strategy in an
attempt to bring the actual drive shaft speed
in line with the user defined, desired
driveshaft speed. Note that the drive shaft
“error” equals 896 RPM.
A Torque Reduction Stage of twenty eight (28)
means the GEN3 ECU will apply a minimally
aggressive timing control strategy in an attempt
to bring the actual drive shaft speed in line with
the user defined, desired driveshaft speed.
Note that the drive shaft “error” equals only
128 RPM.
“Driveshaft RPM Error” is
defined as the difference
“error” between the desired
driveshaft speed (TISS) and
actual drive shaft speed
(TOSS).
Misfire Configuration
The TC Parameters table allows the user to define the maximum number of misfire events during the
eight (8) second run. Note: Currently not used.
Torque Control (enable/disable)
Traction Enable: When this box is checked, the torque management system is activated. It is advised
not to enable this until a good “Desired Driveshaft Speed” curve is determined. It is best to verify this
with a Replay first before activating it.
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Rev 1.1
The staged timing input
section of this table is for
the optional six or twelve
shooter systems only.
Checking this box
activates the Traction
Control system.
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Rev 1.1
Steps to Launching the Car with the 2 & 3 Step ETM
After the burn-out, flip on the DAE/DLTRIGR switch (requires 12V to activate) used
for the GEN3's data acquisition system. 12 Volts must be applied to this wire (the
DAE/DLTRIGR switch must be turned on) for the 2-step & 3- step to work! Go to
page 3 in this manual for more details.
If you already have the DAE option, use it as usual. If you do not have the DAE
option, use the DAE trigger wire that is supplied with the ETM upgrade kit (see photo
above)
Apply foot brake and press the throttle. At 25% TPS (required to activate) and 250
RPM below the value inputted into the “2 Step RPM Lo’” input box (in the BigComm
“Operating Parameter Configuration Table”), the rev limiter will begin to operate. If
the first 2-step doesn’t come on, make sure the ETM chip module is installed in the
MSD ignition box correctly. There is a red LED in the ETM module that will illuminate
if it is installed properly. The first 2-step wire runs from the ECU header 1, pin B2.
Requires 12V to activate. 12 Volts must be applied to the “2-step Enable” wire and
the “DAE Trigger” wire for the 2-step to work. Go to page 3 in this manual for more
details.
Creep the car forward into the staging beams and bring the second bulb on. Depress
the trans-brake button. This will activate the second 2-step (A.K.A. “3-Step”). Again,
at 25% TPS (required to activate) and 250 RPM below the value inputted into the “2
Step RPM Hi” input box (in the BigComm “Operating Parameter Configuration
Table”), the “3-Step” rev limiter will begin to operate. 12 Volts must be applied to the
2-step Enable wire and the DAE Trigger wire for the 2-step to work. Go to page 3 in
this manual for more details.
Once the trans-brake/clutch is released, the Timer Enable pin (Header, 1 L2) must
go high (it requires 12V to activate). The ”Timer Enable” wire must be connected to
a relay to invert the trans-brake signal (see wiring shown earlier). When the tansbrake is released the timers begin to run. The boost stages and retards become
active as well as the TISS projected driveshaft speed curve. See page 4 of this
manual for information on how to invert the trans-brake signal. The Timer Enable
wire does not need to be hooked up and active for the 2-step and 3-step to work, but
the staged boost control will not function without 12V to the Timer Enable wire.
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Rev 1.1
The Initial Calibration (READ BEFORE USING THE SYSTEM):
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Make sure the driveshaft speed sensor is installed and functioning correctly.
Disable the Torque Management system w/ ETM_Disable. Make sure the box titled “Torque
Control Enable”, in the Torque Parameters table is not checked. See Torque Parameters screen
print above.
Following the “How to Use the ETM System procedure directly above, collect data from a pass.
In the Desired_Driveshaft_Table, input desired driveshaft speed values 200 RPM greater than
the actual driveshaft speed data collected in the initial pass.
Interpreting ETM Replay Graphs
Timer enable
“on” starts the
timers.
User inputted
TISS curve
Actual driveshaft
speed or TOSS
value
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Rev 1.1
ETM or misfire control is on,
since TOSS is greater than
TISS
Actual TOSS
speed is above
desired TISS
curve
TOSS is exceeding TISS
(“A.K.A. driveshaft
error”) so misfire is
enabled and active
Desired TISS
speed curve
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Rev 1.1
ETM (misfire) is off,
since TOSS is below
the user inputted
TISS value
Misfire counter starts at zero but
increments every time a cylinder
is misfired
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Rev 1.1
ETM
Events
A total of 47 misfire
events occurred during the
five (5) ETM events
recorded.
The Two-Step flag displays the state of either or both the 2 step and 3 step inputs in the Replay screen.
Timer Enable
on
2-Step on
When 2-Step turns off,
Timer Enable turns on
Torque Reduction
occurring
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Rev 1.1